Airfoil



May 9, 1944- R. w. GRlswoLD, 2D 2,348,252

AIRFOIL Filed Nov. 25, 1940 6 Sheets-Sheet l M1115' 9, 1944; R. w. GRlswoLD, 2D rv2,348,252

AIRFOIL Filed Nov, 23. 1940 6 Sheets-Sheet 2 APPROX/MA n: /Ncmmsf v A 7;

V, auf Ar (FJD INVENTOR BY ROGER W. GRnswoLn II (ga/A4 @idp vfa ATT RNEY May 9, 1944 R. w. GRls'woLD, 2D 2,348,252

' AIRFOIL Filed Nov. 25, 1940 6 Sheets-Sheet 5 May 9 1944- R. w. GRlswoLD, 2D 2,348,252

AIRFOIL 'Filed Nov. 23, 1940 A(5 Sheets-Sheet 4 Jzdenwr.

57 @MKM/M@ Y Patented` May` 9v, 1944 FFICE g AmFolL Roger w. criswoia, n, om Lyme, conn. Application November 23. 1940, serial No. 367.2%?

.33 Claims.

This invention relates to an improved/airfoil system for aircraft and has particular reference to a wing construction arranged to provide increased values of lift over a wide optional range of lift-to-drag ratios for relatively slow speedA flight, as in taking off, climbing and landing, and

is also designed to reduce dragin the normal high speed range, to'provide substantially improved lift-to-drag eflciency for .greater economy with increased loads and speeds, and is further effective to maintain conditions of relative ilow stability about the airfoil throughout the attainable night range and well beyond, so as to providecharacteristics of inherent stability upon which adequate and satisfactory control of thel aircraft depend, with particular regard to the attainment of these latter qualitative iiight values at the Fig. 1 represents a ldiagram of a typical conven`4 I tional airfoil- (for illustrative purposes only supposed to comprise the N. A. CL A. 4412 airfoil), operating in the high speed range at approximately +2 angle of attack, with the points oi transition -from laminar to turbulent ow on both surfaces indicated by an arrow, showing lower boundary layers plotted with reference to the airfoil cf Fig. 1, the solidsline indicating the turbulent portion, while the dotted line suggests the presence of the sub-laminar boundary layers.

Fig. 2 represents schematically the pressure distribution over the surfaces of the airfoil of Fig. 1.

Fig. 3 represents schematically the pressure distribution over the surfaces of the airfoil of Fig; 1 at a changed attitude, illustratively in a low-speed, high-lift attitude of +16 angle of attack. 1

Fig. 4 represents a further schematic disclosure of the theoretical lift coeiilcient increase of the `airfoil of Fig. 1 as its angle of attack increases in an ideal non-viscous fluid, while the dotted line indicates the actual lift curve typically attained in practice forsimilar changes of angle of attack. l

Fig. 4a represents a graph showing the increase of stagnation pressure above atmospheric due t0 ram, the temperature rise required for optimum aerodynamic gain and the approximate increment in kinetic energy of the jet discharge from thermal powered stagnation slot ow.

4 Fig. 5 represents a diagrammatic prole of a basic airfoil section (illustratively that known as GS-i), suitable for the delineation of the compound airfoil 'of this invention.

Fig. 6 represents a diagrammatic prole or section of a form of integrated airfoil according to one manifestation, disposed substantially within and comporting with the proiile of Fig. 5, and comprising a forward relatively iixed section with a plurality of rearward hinged sections, in the high speed condition ata small angle of incidence or attack represented by its relation to the small arrow in advance of the leading edge indicating the direction of relative air iiow. f

Fig. 6a represents a fragmentary diagrammatic section of a slightly enlarged modiiication of Fig. 6 in which the trailing edge ap operating link-y age is reversed from that of Fig. 6.

Fig.` 7 represents the section of Fig. 6 in the low speed-high lift condition atan appreciably greater angle of attack s indicated by its relation to the small arrow air ilow.

Fig. 8 represents a diagrammatic section of a modified integrated airfoil in its high speed con,

dition.

Fig. 9 represents a schematic section of an airfoil like that of Fig. 8, at a slightly greater angle of incidence, with the trailing edge iiap in a depressed or lowered condition.

Fig. 10 represents the disclosure of Fig. 8 in its condition of temporary acceleration overload or gust responsiveness in which the airfoil is converted from the high speed condition into a negative camber condition in which the upper surface becomes generally concave while the lower surface becomes generally convex to relieve any abnormal lift pressures, by "spilling same.

` Fig. 10a represents an enlarged fragmentary diagrammatic showing of the articulated trailing edge flap of Fig. 8 with the deiiector plate movable therewith in a downward or depressed attitude.

Fig. 11 represents the airfoil of Fig. 8 in a conattackas indicatedbyv the angle assumed withv relation to the arrow .representing the relative airow. f

Fig. 11a represents the disclosure of Fig. 8 in its condition of .temporary downward gust re-l sponsiveness in which the airfoil is converted epresenting the relative dition of high lift slow speed at a high angle of 'I able for any particular from the high speed condition into an increased positive camber condition in which the upper surface assumes.greater convexity and thelower surface becomes generallyv concave to relieve any abnormal strain condition or negative lift pressure by spilling same.

Fig, 12 represents a diagrammatic profile of a bered airfoil, having under surface concavity, as

mostly used by nature and old style airplanes, to the so-called modern sections, the upper and lower surfaces of which are so convexly shaped still further modified form of integrated airfoil,

according to this invention, in the .high speed condition.

Fig. 13 represents a diagram of the airfoil of Fig. 12 in the low speed high lift condition.

Fig. 14 represents a diagrammatic fragmentary perspective of a still further modified form of integrated wing of relatively xed sections, or optionally having a single trailing edge flap.

Fig. 15 represents a fragmentary diagrammatic front elevation of the wing of Fig. 14.

Fig. 16 represents schematically a wing control system of an aircraft, in plan form, showing the interconnecting wing control linkage spanwisely disposed on both sides,v of the longitudinal axis of the aircraft arranged to provide simultaneous wing camber variation dependently together in response to changing flight pressures, as well as independently operable trailing .edge flap deflection control.

Fig. 17 represents schematically a plan form of an rtircraft wing control linkage system separately and independently interconnecting the respective airfoil variable camber control linkage systems of the wings disposed on either side of the aircraft longitudinal axis independently operable, either aerodynamically or manually.

Fig. 18 represents schematically a plan form of an aircraft control linkage system interconnecting the airfoil linkage systems of aircraft wings on both sides of the aircraft longitudinal axis to provide dependent aerodynamic control, similar in eect to that of Figs. 6 and 19, concurrently with an independent manual control for dependent but opposite camber variation of the wings on both s'ides of the aircraft longitudinal axis.

Fig. 19 represents schematically a plan similar to Fig. 16 in which a floating manual control lever, coupled with the wing linkage system, is provided with selective camber fixation stops for dependent manual camber control. Of the several parameters which influence the relative utility lof any airfoil, or wing system, the between the two which determines the ultimate extremes of speed obtainable (for. any given design) is often referred to as the speed range criterion, i. e., the ratio of maximum lift to minimum drag (CL max/Co min). It is clear that to improve either one of these criteria, alone. i. e., increase maximum lift or reduce minimum drag, will contribute to the performance of the airplane by making available a greater range of speed-the absolute limits, of course, being dependent upon the loading of and power availdesign. Quite obviously, designers have been engaged in an unrelenting search for means to both increase maximum lift and also reduce the minimum drag of wings.

A great many years of extensive and intensive wind tunnel development research has succeeded in -reiining the shapes Aof conventional unbroken contour airfoil proles to the point where appreciable reductions in minimum (high speed) drag have been realized in practice. This is generically'designated as streamlining In `eral, these efforts to attain the ultimate streamline form for aerodynamic bodies, such as wings, have worked away from the more deeply camratio -plane and if the condition is to Vit is due solely to the 'In contrast to the lunavoidable press that the airfoil is more nearly symmetrical and in certain instances, indeed, a fully 'symmetrical 'airfoil is used. Unfortunately, this dual convexity of the airfoil surfaces, has resulted in a sacrifice of maximum lift values and a correspending, loss in the net contribution to the speed range factor. More serious than this, from the standpoint of relative safety in flight, many of such modern airfoils have more abrupt andv precipitous stall characteristicswhat engineers refer to as a sharp peak lift curve-resulting in more critical stability and control problems at the lower end of the speed range. High speed gains so achieved have thus exacted as a price of the apparent progress, several retrogressive steps in other directions.

Concurrently with the airfoil shape refinement developments of the aerodynamicists, en-

gineers have largely disposed of the aerodynamically redundant components of their airplanes with resulting large reductions in parasitic drag and correspondingly improved performance. These latter rather obvious refinements made it practical to secure further important savings in total drag by reducing wing area thereby increasing the unit wing loading. Other efforts to reduce drag have been concerned with skin frictional characteristics, fromv which came the conception of the aerodynamically smooth surface specifying that the grain size of the surface roughness should not exceed half the depth of the extremely thin sub-laminar boundary layer (approximately .001"). This outlawed the use of protruding rivet heads, lap joints or other excresences on. the surface. It has been the concensus of opinion of others skilled in the '.art that the best unbroken profile streamline form having a surface aerodynamically smooth offers the ultimate in drag reduction, short of using energy sources external tem. And yet, fully two thirds of the drag of the modern high performance clean airplane arises from the turbulent boundary layers generated over a substantial part of its surfaces by the dynamic interactionI ofthe ship and the fluid medium in which it is immersed. The high drag of the turbulent boundary layer imposes a heavy penalty on the economy of the present yday airbe alleviated it,

appears .that somev fundamental means more effective than the ait of Iaerodynamically smooth streamlining must be evolved.

This boundary layer drag, often rather inaccurately termed skin friction drag, might ,well be called viscous or simply friction drag, since viscosity of air that the frictional shear forces in the flow dragged along by the wings are transferred to the undisturbed strataA of air and thence to' the earthlr surface. al drag,

which is the resultant downstream component of the normal forces on the surfaces, viscous drag is the extent of our departure from the ideal, according to the concept of this invention and as such it is our last remaining formidable source of .true parasite drag. Regardless of how the several variables -cf size, speed, wingthickness, camber, relative disposition of diverging and concerging surfaces, surface roughness, etc., may be juggled around, transition of the boundary layer flow from the lamina-r to the to the aerodynamic systurbulent Acondition remains inherently functional with the flow separationwings of the prior art in the full scale turbulent range of Reynold's numbers (R N. is the velocity-size criteria re- -lated to the kinematic viscosity of the flow, or

what might be called the energy factor).

Partly due to the need for overcoming the loss in maximum lift with modern airfoils, but more particularly to meet the challenge imposed by the very considerable increase in wing loadings in recent years, designers have found it essential to utilize some sort of high lift device in order to turn out high performance aircraft and still keep landing and take-off speeds from becoming excessive. The number and variety of ways proposed to increase the lift of an airfoil seems to have run the full 'gamut of the human imagination, yet the results so far obtained emphatically confirm that fundamental flow control principles and thus optimum values of lift have not been realized.

Generally speaking, high lift devices may be roughly divided into two classifications according to their functional characteristics, i. e., those which control the flow (or at least partially) and those which make no such attempt. In

.the latter category the plain and split flaps, so

commonly used at present, typify the air brake method of lower surface flow deflection, thereby increasing the positive pressural reaction on the Wing, and also modifying upper surface negative pressure to a limited extent. The ultimate values of lift attainable with such arrangements have a rather definite limit of a low order of magnitude. Further, the highly disorganized turbulent flow over the upper surfaces and to the rear of such flaps, at the higher values of lift, has caused tail bufeting difficulties in several modern airplanes. Also, as would be expected, this low efficiency ow results in such poor lift drag ratlos (with the split flap in particular) that no improvement, for all practical purposes, is had in the takeoff and climbing range, the same difficulty in turn giving relatively steep glide path angles and thusl excessive vertical velocities for the landing of heavily loaded aircraft. Finally, any such ap necessarily involves a break in the airfcil "surface, which adherents of the prior art have contended must remain aerodynamically smooth and of uninterrupted profile for attainment of the least drag.

The wing slot, in its various applications and modifications developed by the prior art, has contributed a greater degree of high incidence (low speed) flow control and thus delayed stalling angles, which has resulted in realizing higher values of maximum lift and greatly improved lift to drag ratios in the high lift range, as compared with non-flow control devices. One difliculty with the usual wing'slot application arises from the relatively high angle of attack at which max imum lift occurs which has necessitated designing for an excessive range of ship pitching angles and thus awkward ground angles for the landing attitude. A more serious penalty has been imposed by the high drag (low efficiency iiow control) of the wing slot in the high speed (minimum drag) range. In applying high lift devices of this type to high performance aircraft, it has accordingly been necessary, so far as the developthe unbroken basic airfoil proflle. Since the best high lift results have been realized ,with a multiplicity of slots combined with a highly cambered lairfoil (sometimes called a cascade of airfoils), it will be apparent that to also harmonize such a structure (slots open) with what has been considered the most efficient high speed arrangement (slots closed), is a very difficult engineering problem vat best-so much so that the best multiple slot high lift proposals (as determined by wind tunnel test) have yet to be reduced to full scale practical use.

It is clear that all high lift devices of the prior art have caused some increase in minimum drag (to greater or less degree) as compared with that of the-basic airfoil, possibly some to a negligible extent, others to a prohibitive extent, but certainly it has not been previously claimed nor demonstrated that a reduction in minimum wing drag could be achieved with the same aerodynamic device used to obtain substantially increased lift. Such high liftdevelopments have thus not extended aircraft speed ranges proportionately to that suggested by consideration of the lift improvement alone. All high lift devices share, in common, greater structural complication and consequent increased specific wing weight, butI compensationis had through reduced wing area. Several promisingfarrangements from the high lift standpoint have unfortunately caused excessive adverse pitching moments, particularly Where increased wing area is obtained by rearward chordwise extension with some sort of flap, thereby necessitating oversize horizontal tail surfaces to give a large counteracting download which accordingly penalizes total lift by a like amount.

In addition to the quantitative limitations of conventional airfoils as to theoptimum attainable values of minimum drag and maximum lift which determine the available Speed range and economy to be had for any given design, wings of the prior art` have further restricted the all-round utility of the airplane from the standpoint of the qualitative ight characteristics, more particularly those affecting safety at slow speeds. Since maximum lift has been obtained at or just prior to the stall (such phenomenon of necessity terminating any further lift increase) it is obvious that the subsequent loss of lift and thus flying speed (and frequent falling off into spins) followed by sudden loss of altitude to regain speed, offers unanswer' able evidence that the present airplane is inherently unsafe when flying at minimal speeds in` proximity to the ground. Thus, a naturallyA` desired and often critically necessary maneuver, as in approaching for landing or navigating in conditions of poor visibility, is the very thing to be avoided if one is to attain a reasonable degree of relative safety through skillful piloting technique-it is important to recognize that safety lso realized is not inherent but depends, rather, on the human element which is fallible. It has been pointed out that modern airfoils, in general, have more critical stall characteristics and to that can be added the observation that high lift devices have usually very much aggravated the disadvantageous effects of the phenomenon, though to notably less degree where the wing slot of the prior art has been used. Since the highly disorganized ow occurring at the stall characteristic of the separation and break-away phenomenon, is a conditien of extreme flow instability, it is not surprising that it is very difficult, if not impossible, to design an airplane having inherent stability in' the stalled flight range. By the same token, as is well known to those skilled in the art, providing adequate and satisfactory control for a stalled airplane is also an elusive problem. It is unfortunately true then that from the standpoints of precipitous loss of flying speed and sta- 'Y inevitably concomitant upon the use of al1 aerodynamically energized fixed airfoil means so far devised to generate lift, the latter being, after all the primary object/of any-airfoilu Y It is only in recent years that aeronautical engineers have shown any appreciable concern over the high drag of the turbulent boundary .Wglayerffor the advent of aerodynamically clean designs and consequent lhigh -speeds has so altered what was formerly a minor annoyance as to cause it to become a major obstacle to further improvement. Since air is a viscous fluid, the now will fall from free stream velocity to zero velocity as the solid surface is approached-the layer including Y this velocity gradient extending from the surface to the level where free stream velocity obtains, being called the boundary layer. As the boundary layer is of shallow depth relative to the dimensions of the airfoil the change from free stream velocity, particularly near the surface, is very abruptand it will be at once apparent that the potential source of friction between adjacent strata of air is considerable although the actual friction developed varies between ywide limits in accordance with the 1aminar or turbulent character of the boundary layer.

In the full scale operating range of Reynolds numbers the flow over the surfaces of airfoils of the prior art is initially of the purely laminar form in the boundary layer, but at some point downstream on both upper and lower surfaces it degenerates to the turbulent state, though a very thin `sub-laminar layer remains adjacent the surfaces. This fundamental change in boundary layer character is known' as the transition phenomenon and the several factors inuencing its loccurrence set up an extremely critical relation. This can be better appreciated from consideration of theFigs. 1, la, lb and 2.

Fig. l shows a typical conventional wing operatinglin the high speed altitude (+2 angle of attack) and the regions over upper and lower surfaces where transition from laminar to turbulent flow initiates (indicated by arrows a and b respectively) and schematically shows as well the relative depth-and extent of the respective boundary layers over the surfaces. The latter is more clearly indicated in Figs. la and 1b which plot the proportionate depths of the boundary layers over upper and lower surfaces, respectively, the sub-lamlnar layer `being indicated by the dashed line. The higher the. speed of the flow, the thinner the boundary layer (up to the compressibility burble) as its thickness, adjacent any position on the surincurred up to any point on a surface moving through a viscous fluid is nearly proportional to the ldepth of the boundary layer at that pointthe high drag due to the turbulent layer is immediately apparent as will be understood by inspection of Figs. la and 1b. But the transition point moves forward with increasing Reynolds numbers, thus increasing the proportion of turbulent to laminar layer. The net effect of decreasing boundary layer thickness and relative increase of the turbulent part, with increasing airfoil size or speed is to reduce minimum drag coecients as f. .ce, is inversely proportional to the square root of the speed. This is significant, since the total drag 'greatly increased boundary layer friction.

Reynolds numbers are increased.

Fig 2 shows diagrammatically the pressure distribution over the airfoil of Fig. 1 at the same air speed and angle of attack (+2.), the variation of the latter factor, of course, affecting the points of transition, that on the upper surface moving forward while transition over the lower surface retreats towards the trailing edge asincidence increases. Airfoils of unusual shape or arrangement Inightlwverllyarysomewhat from this general rule. It will be noted that transition occurs approximately at or somewhat downstream of the points where decreasing pressure reverses to increasing pressure. Laminar flow becomes unstable in regions of rising pressure-decreas- -ing pressures being determined by accelerating flows and rising pressures `by decelerating flow. Thus turbulence has its inception at that point where the local stream begins to lose velocityit should be understood that the flow may travel an appreciable distance downstream before turbulence becomes fully developed, thus giving rise w to the expression, transition region.

It is selfevident that within a falling pressure gradient each point downstream has a progressively lower pressure, thus inducing the flow to accelerate in the same direction and 'remain laminar. In a rising or retarding pressure gradient, however, we have the opposite condition wherein points upstream are of progressively lower pressure, thus inducing. the flow to decelerate and reverse direction in seeking to reach the regions of lower pressure. Acceleration and deceleration of the flow over the surfaces is schematically suggested by the relative lengths of the rearwardly directed arrows about the vairfoil of Fig. 2, those adjacent the surfaces indicating the general tendency only of the random kinetic energy or directionally disorganized turbulent ow to move forward against the main flow stream toward the transition points, the laminar flow upstream therefrom, on the contrary,y having directional stability. The complementary relation between increasing kinetic 'energy with falling pressure at the surface and decreasing kinetic energy with rising pressures, indicated by the pressure diagrams and velocity vectors of Fig. 2, will be observed.

When the rate of change of decreasing kinetic energy to increasing pressure energy exceeds a certain critical value, the flow reversal potential attains suicient magnitude to unbalance the dynamic sta-bility inertia of the local stream with consequent disorganization of the laminar new to the turbulent state accompanied by a sharp rise in the energy loss incident to the velocitypressure conversion which manifests itself It should be clear then that when this loss in the energy conversion cycle approaches the criticalv value, additional kinetic energy must be imparted to the local stream at such points, or the dissipated energy (friction) withdrawn from the ow, if the critical transition phenomenon is to at relatively low values of maximum lift, due` to be .avoided-essentially a ilow control problem. the separation phenomenon more commonly The plain wing, functionally equivalent to a knownasthe wing stall.

fiat plate, is an essentially crude dynamic energy In Fig- 3 We have the Very much altered PreS- converter which divides the flow over the entire 5 sure distribution diagram in contrast to that for extent of the airfoil as it presents to the airthe same airfoil, shown by Fig. 2, in a low speedstream either dissymmetry of form or inclination, high lift condition 16 angle 4of attack). The or both, to give unequal division of the iiow and tremendous increase in the rate of pressure consequent velocity differentials. thus inducing a change over the upper surface and the sudden statica] pressure diierence between upper and. reversal from accelerating to decelerating flow lower surfaces-it is characterized by a construcat the leading edge (asl indicated by the regions tion in which a movement is obtained by the difof falling and rising pressures, respectively), is ference in two motions in the same direction, or in startling contrast to the moderate velocityin other words, differential flow. Impact of the pressure changes for the same wing in the high flowl on the leading edge and the angular dis- I5 speed attitude. But, as previously pointed out,A

placement directly or indirectlyresulting thereeven the relatively low rate of ow deceleration from decelerates the stream over a considerable for the latter condition (Fig. 2) is' accompanied portion generally ahead of the airfoil (the deby the transition phenomenon, the turbulent celeration region increasing in extent and movboundary layer therefrom partially reversing diing downwardly and rearwardly with increasing 20 rection in a disorganized attempt to ow upincidence) with consequent conversion of the kistream to the regions of lower pressures. As'v is netic energy of the flow to a corresponding inwell known to those skilled in the art, this eddycrease of static pressure throughout this deceling backwash over the upper surface attains suberation or stagnation region. Such impact enstantial proportions at the higher angles ofy 'atergy conversion being substantially complete at tack with corresponding thickening of the turbuthe theoretical stagnation point accordingly gives lent boundary layer and thus, to mention one high positive leading edge pressure. This excess undesirable attribute, results in greatly inpressural energy (super atmospheric) at the leadcreased wing drag. The upper surface transition ing edge will naturally seek the regions of lower point moves forward almost to the leading edge pressures on either side of the stagnation point, vjust prior to the stall and it will be observed that thus dividing and imparting acceleration to both the pressure potential (in this region) inducing upper and lower owstreams with correspondingupstream 'flow is very large indeed. This proly augmented kinetic energy from a reconversion gressively augmented reversal of the flow in the of stagnation pressure energy. Further,.it is boundary layer, increasing with incidence, obfunctional in fluid dynamics that surfaces curved viously directly opposes and disrupts the ideal into or crowding the streamlines will cause con. rearward course of the free stream along the vergence of the local flow lines with consequent surface-further promoting deceleration and loss acceleration imparted to them while surfaces of kinetic energy withconsequent reduction of curved away or retreating from the streamlines upper surface negative pressure and thus lift.

will cause local flow line divergence and decelerao Kinetic energy losses over the upper surface are tion. detrimental to lift as well as drag. Since no These velocity differentials which are a funcfurther energy conversion means are provided tion of the airfoil shape and its inclination to by the conventional airfoil to control kinetic the airstream induce corresponding pressures at energy losses, a critical angle of attack (15 to the surface in accordance with Bernoullis laws 20 for the average airfoil)v is soon reached where 0f fluid OW, after allowing for the loss of energy these ow reversal de-energizing forces lattain or friction head (incident to the velocity-pressumcient magnitude to unbalance the dynamic sure conversion cycle) arising from the viscous stability of the forces generating controlled nature of air. When the stream ows alonga rearward flow and thus lift over the upper surpath curved away from the flow (as over most of face. At this point increased -incidence or the the upper surface, such curvilinear relation inslightest irregularity in the ow stream, or the creasing with incidence of the airfoil) 'it tends surface 0f the airfoil, or the least sudden moveto leave the surface due to centrifugal force, but ment or vibration, will precipitate the stall, i. e., is restrained by the impressed fOrCe 0f the atprecipitous wire angular separation and breakmosphere. When curved towards or impinging away of the main ow stream from the upper on the surface (as at the leading edge in the. surface near the leading edge the main. flow stagnation region and over the lower surface to being literally lmpeued therefrom by the eX- an increased rearward extent with greater illcessive force of the upstream backwash currents Cidenee) Centrifugal force thrOWS it against the with consequent extensive dissipation of energy surface with resultant pressural reaction. Cen- 50 in violent turbulence or burbling flow which lacks trifugalfOrCe acting away from thelsurfae. unsustained centrifugal force to maintain unimbalances the static pressure of the atmosphere paired lift by repulsion of atmospheric pressure at the surface, thus creating a region of low from the surface,

pressure. This 10W pressure region at the sur- The stall, then, terminates the lift increase face will drop to lower values as acceleration 65,01' any ail-foil or in other Words, the lower veincreases the local velocity and thus the outwardlocity limit for any given design is accordingly 1y acting centrifugal force, and will rise to highdetermined thereby. While the sudden loss of er pressures when centrifugal force is lessened 11n; (and thus flying speed), characteristic of by deceleration. Thus increased values of lift the stall, is well understood, it is not so gencall for relatively greater acceleration over the erally recognized that the increasing loss of upupper surface and decreased velocity or decelper surface velocity, prior to the separation pheeration Over the 10We1 Surface With uninterrupted nomenon, also seriously penalizes lift (as well as maintenance of such dynamic energy conversion. drag) in theupper ranges of incidence (lower Unfortunately, the conventional airfoil of the speeds). Av glance atiig'.l 4 gives an idea of prior art completely fails in this latter respect what this loss of lift may amount to in the caseA of the conventional wing previously under discussion. The solid line shows the theoretical increase of lift coeiiicient with angle of attack for a wing in 'an ideal non-viscous fluid as contemplated by Bernoullis theorem. The dashed line plots the typical lift curve actually realized in practice-the discrepancy between the actual and the ideal is at once apparent, the latter giving some-10% greater lift near the angle of maximum lift. The nality with which the separation phenomenon so abruptly lets the bottom fall out of the lift curve, so to speak (at 18' normal ight range depends essentially upon the addition of su'icient kinetic energy to the upper surface ow at such points and to the extent required for avoidance of the separation phenomenonhere again, a fundamental f low control problem.

It is an object of this invention to delay the occurrence of, or entirely eliminate, the phenomena of transition and separation by appropriate means primarily energized aerodynamically to give' inherent control of the flow over the airioil throughout the usefully attainable flight range.y In what is presently believed to be the preferred embodiment of the invention, these means comprise some or all of the following elements; a stagnation slot, a permeation passage, a-movable leading edge slat section, an intermediate relatively fixedl main airioil portion and one or more rearwardly disposed movable sections or ilaps terminating at the trailing edge, the several components combining to form a basic airfoil prole. Certain forms of the invention, according to desired conditions, further provide that some or all of the movable sections which are eiective to give a variable camber airfoil are so constructed and arranged as to control' airfoil camber variation automatically aerodynamically, selectively manually, separately or in combination and an additional feature provides resiliently variable camber control. Preferably theairfoil of this invention is somewhat similar in general high speed attitude outline to those of conventional type, but, as will be appreciated by those skilled in the art as the description of the device unfolds, having radically different functional characteristics productive of new and important results which the prior art has so far failed to achieve.

The rearwardly disposed flaps are joined by successive articulation to each other and to the rear of the relatively xed section of the airfoil, approximately at their respectively adjacent lower surface extremitiespiano type hinges oier one suitable means of securing such pivotal joints-thereby providing for relative angular deilection of the several flaps through a preselected range as determined and controlled by suitable interconnecting operating mechanism. This articulated arrangement permits of a substantial increase in wing camber and thus-in combination Withthe other features giving controlled airflow over both upper and lower surfaces of the airfoil, results in optimum energy conversion ratios (velocity and pressure diiferentials) for maximum values of lift and also, by concurrently increasing incidence of the wing relative to that of the airplane, makes available a large range of lift coeilcients withinV a relatively reduced range of ship pitching angles. The several components of the articulated system shall be dependently operable and may be aerodynamically balanced through interconnection with the automatic leading edge slot, or spring loaded, or actuated either manually or by power but are preferably automatically responsive to flight pressure changes so as to present to the airstream the optimum camber, incidence and flow control passages for each speed through the ight range without attention to, or the need for adjustment of, lift control devices on the part of the pilot, except during landing and take off maneuvers if desired. Such articulated sections may be so designed as to give partial aerodynamic balance of each flap individually for reduction of operating loads. It is further contemplated that the trailing edge articulated flap (or a separate ilap may be used to accomplish substantially the same result) will include means for separate and independent operation actuated by the pilot to further depress said flap well beyond the angular range/of the automatic system. An object of the latter arrangement is to make available to the pilot, control of glide path angles and increased values of lift, without excessive pitching angles of the airplane or Wing, for the flattening out maneuver with reduction of speed just prior to contact when landing. Substantially the same result may be achieved, indirectly actuated by the pilot through operation of the aii'planes longitudinal control, .by spring loading such trailing 4edge flapto give maximum down movement thereof with reducing air speed and thus lowered night pressure air loads on the flap as the elevator is raised through the full extent of its upward travel. tion of the trailing edge flap, or an outboard spanwise portion of it, can also be used to provideA lateral controlmeans for the airplane, if desired. Should further aerodynamic balance be necessary for any given articulated ap system,

it Ymay be provided in -generous measure by re' versing the mechanical linkage interconnecting the trailing edge flap with the next forwardly disposed flap so that the former will deflect upwardly, thus acting as a balance tab, as the intermediate articulated sections are deflected downwardlysuch trailing edge ilap could still be independently operated as previously specied. The trailing edge. reverse camber airfoil sections so obtained might further be advantageous, aerodynamically, in providing relatively high lifts with good lift to drag ratlos for the take-off' and climbing range. desirable in certain installations, and optional provision of such comes within the scope of the invention, to provide suitable mechanical means actuated and controlled by the pilot to Selectively limit the operating range of the automatic variable camber wing system so that a considerable range of landing Ispeeds extending upwardly from the normal minimum is made available in accordance with the predetermined maximum lift chosen by the pilot-a featurewhich would be particularly useful for the landing o f lightly loaded airplanes with high winds 4prevailing. A further mechanical feature'can be included in the articulated ilap operating mech- Independent opera- It may also bel anism, comprising a. compressible or extensible link, resiliently preloaded by spring, pneumatic lhydraulic or other suitable pressure actuating means, interconnecting the articulated system with the leading edge slat, or a plurality of such links can be used, one as above and one each forming part of the connecting mechanism between adjacently disposed flaps, such links to be adjusted for controlled amounts of extension or compression when acceleration or vibration imposed overloads on the wing, whether imposed voluntarily or involuntarily, exceed some predetermined limit such as 2G or 3G or any other desired value greater or less than the normal load on the wing during straight-away constant i speed horizontal flight. It will be observed that this will permit the articulated system, 'independent of the leading edge slat, to assume an attitude of negative wing camber and incidence and thus lift, thereby spilling,the excess en- There-is the further advantage that for normal speeds and extending up to the terminal velocity of the airplane, a correctly balanced response of the resilient structure will damp out and thus avoid development of any critical vibration period, leading to the highly dangerous wing Iiutter condition with consequent almost instantaneous disintegration of the structurea very critical problem, successful solution of which is difficult with presently used rigid wing structures operating at relatively high speeds. It is better engineering practice to resiliently balance out stresses and strains than to add weight for increased structura1 rigidity in the hope of providing sufficient strength to resist or overcome such forces, the latter palliative often having the unfortunate effect of accumulating undesirable forms and amounts of destructive energy in the structure.

The leading edge slat is mounted for movement or may be fixed with complemental slot closure means, in any desired manner whether by a pivot, linkage, or an extensible shaft as shown, so

long as it is capable of opening to form a leading edge slot. It is generically designated as an articulated section of the airfoil.

The automatic operation of the movable leading edge slat, opening to form a wing slot between the slat and the leading edge of the xed portion of the wing, actuated by the forwardly inclined 4 resultant` pressure on the slat prior to attainment of the critical angle of attack on the main wing and closing, in turn, with a rearwardly inclined resultant force on the slat, as Wing incldence is reduced to a higher speed attitude, is old art. It has also been shown by wind tunnel pressure distribution tests that this slat actuating force is of considerable magnitude, as has been further demonstrated in flight with several airplanes utilizing a movable leading edge slat interconnected with a trailing edge flap, the latter being thus automatically depressed by the former as flight speed is reduced in the minimum range.

The preferred embodiment of this invention proposes a similar mechanical interconnection of the movable leading edge slot and the articulated rearward sections of the airfoil' for automatic or manual dependently coupled actuation. While experience to date may suggest that any airplane equipped with the wing of the present invention should have a mechanical interconnection between the right and left hand articulated wing systems, either 'side of the longitudinal axis of the airplane, for simultaneous and dependent operation, it is desired to point out that observation of natural flight hasrevealed instances of birds so controlling their wings as to effect increased relative lift on the inside wing in a turn, in contrast to the reversal of such span-wise unbalanced lift. distribution with mansv mechanical aileron means of lateral control so far employed.

Since the wing system herein disclosed would obviously preclude sudden opening or closing of the leading edge slat or change of wing camber and incidence, but rather a gradual and smooth variation of the relative disposition of the wing components, and thus lift, over a considerable range of speed, it is believed that ight experience with the invention will disclose a harmonious accommodation of the structure to the functions evolved by Nature. This invention accordingly specifically contemplates the option of providing separate and independently controllable right and left hand articulated wing combinations, or a spanwise plurality of such wing combinations, each such combination automatically responsive only to such variation of pressures as it alone encounters in flight. In such a case, the relatively retreating wing in a turn would assume a position of increased camber and relative lift. It is a further essential object of this invention to so design and con-struct the leading edge slat and its operating gear as to secure aerodynamically effective integration with the basic airfoil upper surface leading edge profile when the slat is fully closed, thus avoiding interference with laminar4 flow over this part of the airfoil surface in the normal high speed operating range.

As the name implies the stagnation slot con-4 stitutes an opening inthe airfoil, or what might be called a divided or dual entry airfoil, such slot inlet located where the main stream entering flow decelerates, impinges upon and divides toow over both surfaces of the leading edge, thus building up high stagnation (or super-atmospheric) static pressure in this region. If a properly proportioned stagnation slot simply cornmunicated with a closed chamber, the leading edge flow phenomena would be substantially the i same as though it were a conventional unbroken profile airfoil, as will also be the case when exit passages and pressures are such as to give a relatively low volume inflow rate. In the unique and what is believed to be new combination of the several flow control elements of this invention and their variable disposition relative to each other automatically responding to.changes of flight speeds and pressures, a highly beneficial and eicient application of aerodynamic energy throughout the lift range' of the `airfoil has been achieved, one characteristic of which is evidenced yby the relatively lowvolume inow rate at the stagnation slot in the high speed-minimum drag range and the conversely obtaining relatively large volume inliow rate through this same slot for the low speed-high lift altitude of the airfoil. It will be convenient for design purposes as it is furthermore desirable from the standpoint of keeping internal velocities and thus frlctional losses within the forward part of the airfoil down to minimal values, to diverge the internal chamber aft of the stagnation slot entry along the lines of the main surfaces of the airfoil, which may' in fact also constitute the internal chamber boundary walls in the fixed section of the airfoil, in general. This will secure such extremely low internal velocities in the high speed range (most of the energy within this part of the chamber being in the form of high static pressure) that no appreciable impediment to the ow or sacrifice of efficiency, for all practical purposes, will be offered by any conventional open girder or stressed skin type of box spar for the main support of the wing system against all resultant bending, torsonaland sheer stresses. If the initial divergence within this internal passage should exceed the critical limits (7 to 10 included angle) for eicient velocity-pressure energy u conversion without flow separation, this can be very easily remedied in the design by providing one or more diffuser vanes to give correct angular divergence, as required. When a leading edge slat is used in conjunction with a stagnation slot the two will necessarily be adjacently disposed, with the former in the closed position, for 'which condition the leading edge of the slat may serve the dual function of forming the upper surface leading edge of the high speed airfoil section and also partly form the upper and forwardly disposed entrance surface of the stagnation slot. The particular form, size and location of the stagnation slot naturally depend upon and must be accommodated to the detailed design and aerodynamic characteristics of any given airfoil to which it is to be applied, the principal requirements being to provide unimpeded transfer of substantially full free stream impact, or flight induced ram stagnation pressure, energy at the leading edge to the interior of a selected part of the airfoil, such pressure communication to be so harmonized with high speed relatively low ve. locity inflow as to give a divided entry airfoil having leading edge fiow phenomenaof comparable efficiency with or even superior to that attained by conventional closed contour profiles, particularly in the high. speed-low angle of attack range. An important effect of this rather unusual airfoil arrangement is that instead of allowing the high stagnation pressure to react, largely in a downstream direction, on a closed leading edge surface, thus creating pressural drag, it is taken internally by part of the airfoil and utilized to aerodynamic advantage, the reduced stagnation pressure externally available consequently modifying precipitous velocity.- pressure changes over the dual leading edges,

usually be articulated to the fixed portion ofthe wing at about this point on the lower surface. The lower surface, a relatively short distanceupstreamfrom the trailing edge of the airfoil, will again revert to 'the impervious type and it will usually be convenient and'aerodynamically sound practice to effect this latter change in surface structure at that point on the lower surface where the trailing edge flap is articulated to the next forwardly disposed flap. Thus the trailing edge flap will normally be of the conventional impervious surface closed profile type. It is also anticipated that with some airfoil profiles or for certain conditions of operating Reynolds numbers it will be necessary. in order to realize optimum flow eflicien cies attainable with this invention, to extend the pervious surface a substantial distance forward, upstream from the 50% chord point, to.

include, in cases,ppart of the lower surface of the xed wing portion, which latter feature can be readily tted in with what is presently believed to be the preferred arrangement of the internal energy conversion flow passages. On the basis of tests conducted up to the present writing it is impossible to specify which one of the many possible number of Ways and means might best be employed to obtain the pervious surface of the desired character, extending all the way from a simple perforated sheet, mesh type non-hydroscopic fabrics cr screens, to intersticed slots approximately normal to the fiow lines but edgewise angularly disposed there to, preferably at about 45, to secure smooth wiping action over the main stream. In any case, whatever the material or the construction or arrangement of this special type portion of the lower wing surface, it shall be effective to so function under operating conditions as to be substantially impervious to air fiowing relatively parallel thereto, but to become permeable as thereby deviating'laxninar ow transition tendencies in the more rearwardly disposed leading edge region over the lower surface at low angles of incidence (high speed).

In general, the lower surface of the intermediately disposed articulated nap or flaps shall consist of pervious material or intersticed structure exposing permanently openair inlet passages which shall be of vsuch sizerand shape in relation to the kinematic viscosity of air as to give controlled permeability under certain selected flow conditions. Proceeding downstream from leading to trailing edge of the airfoil, this means then that the conventional lower surface, impervious to air, will change to the pervious type, usually somewhere in the neighborhood of 50% of the wing chord, since the first flap will the flow impinges angularly thereon, such latter effect increasing with local flow incidence to give optimum permeability to airflow normal to the surface, as for instance may be the case with the characteristic directionally in discriminate turbulent boundary layer flow. The size of the pervious inlet openings shall be harmonized with the kinetic viscosity of the airflow.

In view of lower surface articulation of the compound flap system and the fixed Wing por- -tion, their upper surfaces will accordingly be telescopically associated and spaced overlapping structural entities having relative -longitudinal travel with change of wing camber.v In what is presently believed to be the most practical embodiment of the invention, the trailing 'edge of each upper surface segment, including that of the fixed portion, forwardly disposed of a flap, shall overlie the upper surface leading edge portion of the adjacent downstream flap at all angles of flap deflection and shall normally be so spaced therefrom as to form a rearwardly directed air discharge passage having substantially the nozzle-like proportions of the conventional type of wing slot exit jet. Thus the slot exits may, illustratively in the -light of current practice present an opening ranging from perhaps 1% of the wing chord, down to something appreciably less (in certain cases) for the minimum camber wing position (flaps neutral), increasing to similarly related openings of from 1% to 4% or somewhat more (depending on rell velocity air discharge along the surface).

ative nap size and angular' deflection) at maximum wing camber l(flaps fully depressed). Control of such variable slot proportions depends upon well understood design factors relating the position of the overlying trailing edge and ap leading edge prof-lle shape and location with respect to the disposition of the flap effective hinge point. Inthe particular arrangement of upper surface jets adjacent to and having their resp'ective lower surfaces formed by the leading edge of each flap, as specified above, it is obvious that there is an equal number of such naps and jets, the latter disposed at the upper surface approximately opposite (or slightly downstream of a line normal to the wing chord and passing through) the respective flap pivotal points but there is no intention to imply that the invention should be limited to such numerical relationship or disposition of flaps and jets. On the contrary, the preferred embodiment, would dispose of the articulated flap system and substitute therefore a resilient wing rib functioning to give similar automatic camber control and having the upper surface adjacent thereto comprised of multitudinous overlapping slats or vanes forming wing slot exit jets, or having such upper surface portion formed by a special material so fabricated as to give the same aerodynamic function (rearward high Even with the presently proposed articulated flap system, certain desirable modications provide more than one slot exit jet per flap, either disposed longitudinally along the chord of the flap or in some cases forming a plurality of superimposed jets at approximately the same chordwise location. One important distinction from the wing slot of the prior art intended for high performance aircraft resides in the fundamental speciiication of the present disclosure'that at least one, or preferably a plurality of the upper surface slot discharge jets shall remain permanently open for all camber positions and incidence altitudes of the wing,l not because it is` functionally desirable though structurally inconvenient to close same at normal flight speeds,

but rather, on the contrary, is it essential that one or more upper surface jets be open and functioning in order to realize the important contribution of the' device to the high speed economy of the airplane so equipped.

As will be readily understood by those skilled in the art, the stagnation slot, the pervious lower wing surface portion and the upper surface slot exit jets are all mutually interrelated structurally and dependent and complementary in their functioning. The pervious inlet surface communicates with converging passages extending across the wing from lower surface to upper surface, thereby giving access to generally transverse airflow therethrough and such passages must curve rearwardly as they lead into and form one or more of the slot exit openings discharging downstream into and in substantial tangential relation with the upper surface local flow. It is obvious that with any object, such as an airfoil, limmersed in a relative fluid flow so as to give unsymmetrical flow displacement and thus velocity and pressure differentials between surfaces so inter-connected, that this inherent dynamically energized pressure difference will induce a flow through such passages from one surface to the other, the available pressure head and passage arrangement determining the discharge tion so far considered, lack this required pressure 4 potential in the low incidence (high speed) range of the airfoil, thereby resulting in a loss of kinetic energy adjacent the slot exit, with corresponding increases of upper .surface drag and pressure and thus decreased lift giving the customary less favorable slope of the lift curve with the conventional wing slot. While the specied flow passage can be considered to be an application of the wing slot flow energy conversion principle, it does introduce a radically new means for securing functional renement of entrance flow phenomena through use of a multiplicity of pervious inlet openings (in contrast to the conventional single' gap slot entrance), which momentum loss drag surveys (wind tunnel tests) have shown to be effective in reducing lower surface high speed drag, while that over the upper surface was greater, as would be expected with this arrangement. This decrease of lower surface boundary layer drag has been achieved by controlled permeability for the selected minimum camper-low incidence-high speed fiow condition over the lower surface of the airfoil. Assume, for illustrative purposes only, that the pervious air inlet passages begin at a spanwise line along the wing somewhat downstream of where transition from laminar-to turbulent flow has occurred over the lower surface. The directionally indeterminate progress of the flow within the turbulent region will accordingly engage the pervious surface at practically infinite angular relation thereto and in view of the energizing pressure potential across the open passage through the airfoil, that surface will be permeable for that flow condition. Thus will the turbulent boundary layer and its dissipated energy content (friction), or some part of it, be inducted into the internal flow control passage of the wing which action will, in turn, inevitably draw the free stream flow (outside the boundary layer) towards the external lower surfaceof the airfoil. Since slot exit velocities are a function of the available pressure difference, the volume flow rate will be determined and can therefore ybe controlled by the size of the slot exit opening, from which it will be apparent that inflow at the lower surface can be adjusted to various volume flow ratestotal inlet areas will in any case exceed total exit areas, greatly so for the high speed condition, thus giving relatively low inflow velocities. The desired inflow will obtain with that flow passage adjustment which is just sufficient to give continuous seepage withdrawal of the lower surface boundary layer as fast as it forms inthe l turbulent state, or 'preferably just prior to ocy in its after part, in general.

flow adjacent to and substantially parallel with the lower surface, since volumetric inflow limitations will prevent any appreciable intake of the main stream. The combination of the flow control passages with the special type el' pervious surface is accordingly effective to discriminate, so far as lower surface flow is concerned, between detrimental and favorable ow phenomena, largely disposing of the former while yet maintaining the latter substantially unaltered, i. e. the resultant distribution of pressure (lift) over the surface, will be substantially the same. For the ideal condition, which the preferred arrangement should be designed to realize, the pervious surface shall be extended upstream, forward of where a transition point would otherwise obtain, into the region where the laminar flow begins to develop the characteristic transition instability, prior to degeneration into turbulent flow, the boundary layer downstream therefrom comprising, at the worst, no more than this sinuous laminar wave removed through the pervious surface as and where it develops, the pervous surface again terminating upstream from the trailing edge where the flow will in any case continue in the laminar state substantially throughout its remaining path of travel along the surface. These optimum relationships of pervious airfoil surface and connecting flow passages controlling lower surface laminar flow,4 are those which the invention is intended to give (with proper design and construction of the device) for that speed, or speed range, where the greatest light economy is desired.

The complementary function of the stagnation slot in relation to the pervious portion of the lower surface and the upper surface jets, and its primary object, is to add sufficient energy to the local flow over .the uppercsurface and directly or indirectly, to the transverse type flow control system, to iupply the deficiency in pressure potential energizing the latter in the high speed range of the airfoil, thus giving slot exit velocities at least equal to, or preferably exceeding and thus augmenting the kinetic energy of the upper surface local stream. Structurally, this is achieved by continuing the high static pressure preferably divergent cham-ber,

downstream4 of the stagnation slot entrance, into a convergent passage also disposed internally, or

a plurality of such passages, terlninating in one or more slot exit jets, similarly disposed, directed and proportioned to those of the transverse flow passages along the upper surface of the airfoil, It will be observed that air entering the stagnation slot will iiow through the wing in a generally longitudinal direction and since the pressure difference across the longitudinal flow control system (between high positive stagnation pressure at the leading edge and the low pressure region over the rearwardly part of the upper surface) is considerably more potent than that inducing airflow through the transverse type, the former will accordingly be productive of higher kinetic energy jet discharge flow relative to that attained with the latter (otherwise unassisted). Going downstream over the upper surface the slot exits will be located in the region where a rising pressure gradient (decreasing kinetic energy) would normally obtain and the rst such exit, or group of exits, may communicate with the longitudinal stagnation slot system, while the remaining jet, or jets, are those of the transverse arrangement, each sytsem to be internally separate and independent in this case. The smoothly accelerating flow from the first group tangentially laminates with the decelerating external local stream, thus merging the energy of the two streams with consequent relative increase of upper surface local velocity and corresponding decrease of pressure, the augmented high velocity-low pressure energy relation continuing downstream to effect a greater pressure potential across the transverse flow passages and thus increased discharge velocity therefrom. This constitutes one method of externally, or indirectly, adding energy from the,

longitudinal now control system to that of the transverse type. Another indirect' method would reverse the above arrangement, the respective internal ducts of necessity providing for crossed, but non-communicating, flow, so as to give transverse jet discharge forward of that from the rearwardly disposed longitudinal type, thus sandwiching the former between the high kinetic energy of the latter and that of the free stream over the upper surface. On the other hand this energy exchange may be more directly accomplished by means of induction type, or jet augmentor slots, .respectively internally discharging, either the transverse or the longitudinal flow, but usually in close proximity to an upper surface jet, the principle involved simply requiring such proportionment of the internal ducts that the higher energy content of the longitudinal flow will be largely in the form of kinetic energy (thus having reduced pressure) at that point where it merges with and adds energy to induce or augment the transverse flow discharge. From the foregoing discussion it will be clear that the contribution of kinetic energy from the slot exits to the upper surface flow obviously effects a redistribution of velocity and thus of pressure over the surface. In the preferred embodiment of the invention, the jets are so disposed over the upper surface, in relation to the design characteristics yof the airfoil, that their varying energy content will give a favorable falling pressure distribution over the surface conducive to maintenance of laminar flow. But the prior art has demonstrated that it takes more than a falling pressure gradient to continue the flow in the laminar state with full scale airplane wings at operating Reynolds numbers and Reynolds, himself, proved many years previous, through his studies of fluid flow in pipes, that as velocity increases the lineal extent of surface over which the flow will remain laminar is correspondingly reduced. This functional insufficiency of the aerodynamically smooth' surfaced conventional airfoil, will be largely controlled or eliminated with the optimum number and spacing of the special type interrelated upper surface jets of this invention having correct dischargev velocities and volume flow rates, which are effective to inject accelerated streams of new flow into the local stream at those points where unstable laminar flow waves are developing and will thereupon be damped out as the added kinetic energy is absorbed'and distributed through the 'boundary layer to the main stream. Thus we break the upper surface up into a series of segments having their lineal extent adjusted to fundamental fluid flow laws -and each receiving a fresh supply of flow energy to compensate for that dissipated over the respective forwardly disposed airfoil segments. In such way will the reenergized flow cooperate to maintain a laminar, or predominately laminar, boundary layer over the upper surface substantially throughout its full extent. As with the pervious lower surface, it will be readily apparent to those versed in aerodynamic fundamentals that all design factors for the upper surface jets relating their proportions, size, number, spacing, etc., to any given airfoil, must not only take account of the functional characteristics of the airfoil itself, but also the size of the wing to be used and its operating speed range. Since transition over the surfaces moves forward towards the leading edge with increasing Reynolds numbers, so will the upper surface slot exits similarly tend to bev more forwardly disposed with a greater number of jets more closely spaced on the chordwise linear extent of the airfoil and by the same token the chordwise extent of the permeable lower sur.- face will likewise be similarly increased. One of the more importan-t objects of the invention is to circumvent the critical interdependence of transition on R. N. with respect to the flow 'over either surface of an airplane wing. Wind tunnel tests have demonstrated the validity of this 1ongitudinal type flow control principle and the effectiveness of the system in discharging high kinetic energy ilow into the upper surface boundary layer with consequent reduction of its drag and further, its beneficial complementary functioning with the transverse flow control system, as revealed by exploration of the wake downstream of the airfoil, to give reduced momentum loss over both surfaces of the airfoil and thus less total drag for the high speed condition than that attained with the same airfoil section having a conventional closed profile, a, result not achieved by the prior art so far as known to the present inventor. This invention provides forthe first time, then, a self reduced, or inherent, boundary layer control system giving correlated or integrated airflow over both surfaces of the Wingand thus greater high speed efficiency (improved lift todrag ratios) than that attainable with the conventional simple airfoil. It is important to recognize that as wing section drag is reduced, Wing thickness ratios can become greater withoutincreasing the over-all drag of the airplane, thus realizing considerable weight economies with the relatively thick wingswhich would -be feasible in View of predominately laminar flow.

With increasing incidence and camber of the airfoil the inherent flow control systems become highly effective in giving large aerodynamic energy conversion between upper and lower surfaces which tests have shown to be productive of relatively high values of lift for the vslow speed range. As previously specified the slot exit gaps, underlying the upper surface tralng edge segments,

'open up with deflection of the articulated flaps and in view of the accompanying large increase of inter-surface pressure differentials, relative volume flow rates and slot discharge velocities are greatly augmented, thus supplying a powerful increment of kinetic energy directed against and largely overcoming the eddying backwash tendency over the upper surface, for this condition. This quantitatively large addition of high kinetic energy to the flow, in turn, not only maintains but is of itself further effective to give a correhigh lift devices and those which in no way miti.

gate the limitations ofthe conventional airfoil.

Concurrently, lower surface flow phenomena is so alteredasto develop a high degree of positive pressure resulting from the deceleration of the flow, incident to the highly cambered section assumed by the airfoil and its largely increased incidence withoutcomparable change in pitching angle of the airplane, itself. The locally increased incidence on the pervious surface, 'combined with the greatly augmented pressure difference across the transverse flow passages, ac'- cordingly so modifies the functional effect of that surface as to then make it freely permeable for large volume inflow of the main stream. In order to assure that the jet discharge over the upper surface of each flap will curve with and follow that surface as wing camber is increased, no flap shall normally ybe deflected through an angular range of more than 30 to 35 relative to the forwardly adjacent flap or fixed wing portion, unless any such flap 4be provided with some -means for further flow control as, for instance,

the deflector plate covered by U. S. Patents No. 2,117,607 and No. 2,169,416, issued to the present applicant, in which latter case, flap deflections up to 50 with good flow energy conversion efciencies may be obtained. For those applications 0f this airfoil system where it is desirable to secure further control of the critical separation phenomenon, the incorporation of a properly designed movable leading edge slot has proved highly effective to that end, also, incidently giving a further substantial increase in maximum lift and more favorable pitching moments from the standpoint of stability and control. With the best overall airfoi1 combinations so far tested, visual studies have clearly shown thatv the high energy flow control succeeded in preventing separation over any part of the articulated airfoil system up to relatively high angles of attack.

Further, force tests confirmed that maximum lift of the combination, on the other hand, occurs at a substantially lower airfoil incidence, comparable with stalling angles of conventional airfoils. .This spread between the angle for maximum lift and that at which separation may occur is a factor of fundamental importance in relegating the wing stall safely outside the normal flight range or attainable flight attitude. Translated into terms of everyday practice, this means that an airplane can maneuver close to minimal speed, including the approach glide for landing, without danger of precipitous loss of flying speed or potentially destructive acceleration. The great value of the glide control flap during the-landing operation, becomes apparent at this point for its full deflection is effective to further decrease the angle for maximum lift and thus the optimum required pitching angle of the ship at minimum speed, the increased lift and drag reducing `forward speed and, initially, vertical velocity which is highly advantageous for smooth and easy landings. Thus does the integrated wing provide the essential requirements enabling avoidance of sudden occurrence of the highly unstable disorganized flow characteristic of stalled flight, which is elemental for inherent stability at minimal speeds and upon which the attainment of adequate and satisfactory control of the airplane depends.

Fundamental theory supports the basic flow control principles of this invention and test data indicates successful application of these principles in so integrating the available aerodynamic energy, inherent in heavier-than-airflight, as to substantially improve the control o ver the highly critical transition and separation phenomena, each within that speed range (and well beyond) where its otherwisenormally functional occurrence exacts such a heavy penalty on the high speed economy and the slow sneed safety of the airplane, respectively.

While a wing constructed according to the `principles of this invention applied to a relatively lightly loaded airplane, of say 104%/ El wing loading, would provide a rather remarkable slow speed performance permitting operation from very restricted areas, its minimum drag potentialities make it particularly attractive for the design of aircraft having far higher performance than has heretofore been attainable, with wing loadings of perhaps 60#/[2| or higher, economical cruising speeds in the 300 M, P. H. range or better, and landing speeds still within presently accepted safe limits for .this class of airplane. For designs in this latter category, an essential and integral feature of this invention will include suitable means for directly utilizing the external energy available in the waste heat dissipated by the power plant of the aircraft (presently lost in most conventional airplanes, used to a minor extent by a few)'to augment thehigh speed efciency of the inherent, or aerodynamically energized, boundary layer control system, incidentally adding in certan cases some degree of jet propulsion eiect to the primary functions of the latter.

One of the fundamental laws of thermodynamics concerns the mutual convertability of heat and work and as is well known, a crude heat engine, using air at atmospheric pressure as the fluid medium to transform externally generated thermal energy into useful mechanical work, was

one of the earliest instances of applied thermodynamics. This interesting experiment, however, was so extravagant of energy as to have little practical value, since the efiiciency of the cycle depends on the initial compression of the air having sufficient radiation surface as to primarily transfer the available heat of the contained gases to the air passing through the longitudinal flow control system of the airfoil. It should be obvious that it would not be difficult to obtain a substantially complete heat exchange by dis' charging the contained gases progressively along the span into the `internal airstream-neglecting the effects of the added thermal energy, this would correspondingly reduce stagnation si'ot mass inflow rates and velocities. Further, the discharge of such gases may be effected in regions of reduced pressure, such as towards the stagnation slot exit, thus relieving back pressure in the thermal ducts and facilitating the flow of the gases therethrough. For some installations, however, it may be desirable to continue the waste heat gases through a closed duct system within the wing, discharging same externally to the aerodynamic ow control system in the region of the wing tips.

Since one incidental, but important, object of this heat transfer arrangement is to achieve antiicing of the wing under the most adverse atmospheric conditions, one preferred disposition of the thermal duct will be along or adjacent to the leading edge of the wing, but wherever located preferably resulting in no more heat loss through A the external surfaces of the wing than is just prior to the addition of the heat energy (entropy decreasing as initial compression increases whether it be expansion at constant volume or constant pressure). It will be recalled that the ram effect due to conversion of the energy of relative motion of the aircraft develops superatmospheric' static pressure within the stagnation slot pressure chamber in the forward part of the integral flow airfoil, This flight induced internal ram compression or supercharge amounts to an inconsequential friction of an atmosphere at moderate flight speeds but in the higher speed ranges it becomes appreciable, giving effect to increases in pressure above atmospheric of about 4.8% at 200 M. P. H., 10.8% at 300 M. P. H. and 19.3% at 400 M. P. H., etc.

Since the very best of modern internal combustion aircraft engines have overall thernial eiilciencies in the neighborhood of 30% and assuming about a 5% radiation loss, approximately 65% of the potential energy of the fuel accordingly dissipates (and is presently lost by conventional designs) as waste heat in the engine exhaust 4gases and cooling air (whether the engine be directly or indirectlyair cooled) In the design category stipulated or where it is desired to heat the wings to obtain other useful effects or for any combination of the several possibilities, this invention provides for the use of engine cooling air or exhaust gas discharge ducts or both (a common duct can be used) extending from the engine, or engines, substantially throughout the i full spanof the wings, such ducts being so disposed within or communicating with the internal stagnation Apressure chamber of the wing and sufficient to preclude the formation of ice at any point, under any atmospheric conditions, another beneficial by-product of this heat exchange cycle will be rather effective and complete mufiling of engine exhaust noises due to the very considerable cooling of the exhaust gases, an object of possibly greater military than commercial importance.

The primary object, however, is to preheat the air in the longitudinal iiow passages prior to discharge out the upper surface jets. The coefilcient of expansion of air per degree Fahrenheit 4is 0.002034 of its volume at 32 F., the pressure being constant and if the volume is kept constant, the pressure varies directly as the absolute temperature, both ratios thus being approximately equal for the stated conditions. Decreasing the density of the air by the addition of heat in the stagnation pressure chamber will expand the flow thus causing a reaction or back pressure, with corresponding increase of total pressure vdrop across the system. This, then, will modify mass iiow rates or volume flow rates, or both, de-

pendingon the degree that ight induced ram compression balances with the thermally increased pressure drop. If the former is relatively low (ram pressure), as is the case at moderate flight speeds, the principal result will be to reduce the stagnation slot mass flow rat, but with good design the added heat energy can also be effective to reduce internal drag, which in any case will be small with proper diffuser and slot nozzle proportions and low velocity inflow. However, when the initial ram compression is equal to or greater than the thermally induced increment of pressure, the mass flow rate will remain substantially constant and the expansioncan therefore only result in a corresponding increase in discharge volume flow rate and slot exit velocity, thereby converting the full pressure energy of the thermal expansion to momentum energy imparted to the upper surface boundary layer to defurther improve the lower surface drag decreasing propensities of the transverse flow passages. It will be recalled that control of the transition phenomenon at high Reynolds numbers calls for the addition of kinetic energy to the ow asthe laminar boundary layer develops instability or removal of such potential friction loss from the flow, Proper addition of heat energy to the integrated wing can well be a controlling factor in such l'natters at high speeds. To get the greatest possible vamount of useful work from this thermal aerodynamic cycle, (i. e., increase of upper surface momentum energy) then, calls for an initial compression of the same order of magnitude as the potential back-pressure increase incident to the thermal energized expansion, and it follows that, heat may usefully be added to the system proportional to the increase of ram energy (i. e., as velocity squared). It would hardly be worthwhile. from a purely aerodynamic standpoint (except for reduction of internal drag), to consider this thermal energized addition to the integral ow control system for any airplane having normal operating speeds of less than 200 M. P. H. But at 300 M. P. H.,-for instance an exchange of suiiicient thermal energy would increase the kinetic energy of the longitudinal type discharge jets about 11% which could well be elective to reduce wing drag by a considerably larger ratio, if such additional momentum were tial jet propulsive effects would obtain in the higher speed ranges, while important reductions of drag and correspondingly improved lift to drag ratios could be expected at more normal night speeds.

This thermal powered aerodynamic boost completes the high speed iiow integration of the inherent boundary layer control system and contributes decided advantages over the powered slot proposals of the prior a'rt in that it provides a direct conversion of thermal to kinetic energy (i. e., a direct acting heat engine) without the impediment of moving parts or the loss of emciency incident to the use of prime mover or secsufficient to convert a largely turbulent boundary layer into one predominately laminar. Also, calculations indicate development of not insignifi` cant jet propulsive thrust, in the higher speed ranges, this being a function of the mass flow of air discharged and the difference in the square of the velocities of the jet and the main stream. While generation of thrust by this method is definitely considered to be of secondary importance, it should not be overlooked that the same system used to provide that thrust also reduces drag, which is an economical application of energy, especially, waste energy.

Based on several hypothetical designs of vairplanes having conventional wing and power loadings, but equipped with a preferred wing of this invention, there appears to be more than twice as much 'waste heat available from the engine, for normal cruising power output at 300 M. P. H., than could -be completely utilized by the wing to aerodynamic advantage. This suggests that the number or size of longitudinal slot openings might be increased with some benefit, Since the available waste heat increases almost as the cube of the speed, other things being equal, the indications are that lat any attainable operating speed, there will always be more thermal energy available than could be completely converted into increased kinetic energy at the stagnation slot exit jet, unless a plurality of such jets is used. The curve shown by Fig. 4a plots the increase in stagnation pressure above atmospheric due to ram for a range of flight velocities from zero to 600 M. P. H. Since air at 32 F. will expand at constant pressure approximatelyequal to its increase in pressure at constant volume, substantially this same curve then. in this case, represents the relative increase in slot exit velocities attainable with thermally powered boost. .One set of ordinates on the right hand side of the diagram also indicates the approximate heating of the internal airow required to impart suiicient expansion energy to give optimum jet velocities at the various speeds. Quite obviously, substano'ndary power converter mechanisms, such as various engine-blower combinations. Also, operating as a waste heat power system oi the primary power plant of the airplane, the arrangement would, in effect, become a two stage engine delivering useful work (generating thrust and reducing drag) over a very considerable portion of the available heat cycle, In contrast to exhaust efflux propulsion, utilizing part of the available waste thermal energy for high velocity rearward discharge of the relatively low mass flow exhaust gas, to provide thrust only, thermal-powered aerodynamic boost converts, except for frictional losses, substantially all energy lost in cooling and in generating mechanical work, into kinetic energy, imparted to the much higher mass new of air passing through the stagnation slot, primarily for reduction of wing drag, secondly and but incidentally, also providing thrust. The rst system can only improve over-all thrust efliciency, while the second, in addition to such gains, also, increases aerodynamic eciency and thus reduces the thrust and power requiredto attain a given speed. It is better economy to reduce drag than to expend power to overcome it.

The invention has been laid out diagrammatically to be disposed within the profile of a suitable basic airfoil section, GS-l, in this case, which type of airfoil lends itself particularly well to the development of the various characteristics to be found in the complete airfoil according to this invention. The distinctly asymmetrical prole illustratively but not limitatively used is shown in Fig. 5, and it will be noted that a wing or airfoil of appreciable thickness is secured so that adequate strength with structural simplicity can be provided, the principal structural element-s being omitted in order to clarify the aerodynamic features of the wing. Obviously any other prole desired can be used in place of that of Fig. 5. Inthe diagram of Fig. 5, the airfoil 9 having chord line C-L, has the bulbous leading edge l0, which leads upwardly to a highly cambered upper surface l l and downwardly to the slightly reverse curvature lower surface l2, having some degree of concavity in its afterpart. The airfoil surfaces converge at the rear and meet in the trailing edge I3.

A simple form of the invention utilizing the proiile of Fig. 5 is shown in Fig. 6, in this instance composed -of a relatively fixed portion, the chord line of which preferably permanently coincides with the appropriate part of line C-L of Fig. 5, and three rearwardly disposed articulated flaps, the chord lines of which flaps coincide with the appropriate parts of line C-L of Fig. 5 only in the high speed position shown in Fig. 6, The entering edge I4 of the upper segment or element I9 of the relatively xed portion of the airfoil has an upper cambered surface l5, analogous to the surace ll of Fig. 5

and terminates at I6 in a slot-lip or edge forming the trailing edge of the upper element I9 of the fixed portion cf the airfoil. As noted this upper surface fixed portion may be of the order of approximately 50% of the chord of the entire airfoil. This proportion is obviously susceptible to wide variation. In the illustrative form, Fig.

. ing the primary section to the fixed portion 29 6, the upper segmental element has a lower surface spaced from the upper surface I5, in place of the diagrammatic substantially skin thickness of the later described forms, and is comprised of a downwardly presenting upper stagnation-slot defining surface I1, curved into the leading edge at I4, and leading, by a relatively short jet emission generally slightly concave surface IB to join with and form the under surface of the trailing lip I6. The leading edge of the lower segment or element portion 29 of the relatively lxed airfoil section is set back relative vto leading edge element I4 of segment i9 and forms a secondary curved leading or slot entering edge lip portion 20, the lower surface 2| of which conforms to the lower surface, I2 of Fig; 5 and terminates at the rear in the transverse hinge line or pivotal point 22, usually disposed somewhat forward of a vertical line passing through trailing edge I6 of the upper surface xed portion. It will be observed that a slot entrance passage 23 exists between the leading edges I4l and 20, which lies in the general stagnation pref sure region at the leading edge of the airfol. such slot entrance passage being asymmetrical of the airfoil and directed forwardly and downwardly so that as the angle of incidence is increased and throughout the full range of wing incidence normally attained in flight, the rearwardly and upwardly extending stagnation pressure will be applied directly intoentrance passage 23 leading to the stagnation pressure chamber 24 vdefined between the inner upper surface I1 and the inner lower surface 25, the latter comprising the upper surface of lower section 29. It will be apparent that the stagnation slot gradually diffuses downstream of slot entrance passage 23 so that efficient expansion of the internal airflow will obtain, thus lowering the effective kinetic energy with corresponding increase of static pressure energy within the slot, the relatively low velocity of the flow in the slot, particularly for the minimum camber-high speed position of the wing, being effective to minimize frictional losses. The general construction of the fixed forward portion of the airfoil is such as to readily accommodate a conventional open girder type of main wing spar and thus conduces safely to .structural strength or can accommodate and house an engine to cool same, without appreciably adversely affect-ing the flow principles of the airfoil.

At the rear of the relatively fixed airfoil portion comprised of the spaced elements I9 and 29, is the first or primary articulated section or flap 39, having preferably a bulbous or well rounded leading edge 26 leading upwardly and rearwardly to extend into and form upper surface 21 of the same profile effect in part as the corresponding portion of the upper airfoil surface II of Fig. 5, terminating at the rear in a trailing edge lip or slot exit portion 28. The articulated section 39 includes suitable reinforcing elements to.carry the rearward hinge 3l for the next adjacent secondary articulated section or flap 33. The lower surface 30 leads forwardly from hinge 3 I, to mergence into the rounded nose 26, past the complemental hinge portion attachby hinge 22. The lower surface 30 in profile is similar to the corresponding portion of the lower surface I2 of the airfoil of Fig. 5, and is of special type permeable construction permitting free entry and flow of air impinging angularly against the surface, While being resistant to penetrationl of air flowing parallel to the surface 30. Any surface material may be used and illustratively that shown by Lougheed in his Patents #l,909,186, #1,880,207 and #1,903,823 is available for the purpose, although such material is purely illustrative and not limitative. In the high speed condition of the wing or airfoil shown in Fig. 6, at small angles of incidence indicated by the relative airflow in the direction of the arrow, it will be observed that the nose forms a barrier or constriction at the rear of the chamber 24 for thecentral and lower por tions thereof, while forming with the surface I8 and lip I6 a convergent and rearwardly directed discharge slot 32. Owing to the effective vertical clearance and relative overlapping between the lip I6 and the upper part of leading edge surface 26 of the primary section the rearwardly projected jet issuing from discharge slot 32 will flow downstream'over upper surface 21 in a stratum generally tangential therewith to furnish a rearwardly impinging increment of high kinetic energy effective upon theboundary layer to decrease the loss of momentum within the latter over upper surface 21 and past the lip or trailing edge 28 of the primary section.

A secondary articulated or movable airfoil section 33 is provided similar in all essentials to the primary section 39 except for size and particular profile, in which particulars it will conform in its appropriate parts to the changed profile of the corresponding portions of the airfoil of Fig. 5, and having the rounded entering edge 34, the permeable lower surface 35 carrying thev rearward hinge portion or element 35, end having the upper surface 31 terminatingr rearwardly in a trailing edge lip or slot edgef38, and at the forward portion defining with the lip 28 of the primary section a converging and rearwardly directing discharge slot 40. It will be understood that the number of articulations may vary according to the requirements of any particular design, but in the illustrative form disclosed the airfoil is completed by the'terminal or trailing edge section 4I, which is preferably a closed section having the rounded entering or leading edge 42, the upper surface 43 dening at the forward surface with the lip 38 an upwardly and rearwardly converging discharge slot 44, and terminating in the trailing edge 45. The lower surface 45 extends between the trailing edge and the leading surface 42 and carries the complemental hinge element 36 to pivotally connect the sections 33 and 4I.

In the illustrative form of the invention of Figs. 6 and '1, the articulations are spring loaded, and automatic in their action relative to the initial loading of the spring, and the resultant pressures induced on the respective sections of the wing throughout the speed range. The linkage is purely illustrative and diagrammatic, but enables the successful and smooth restrained change in camber and relative incidence with the proper degree of slot effectiveness desired for all conditions. The lower segment 23 carries the horn 41 to which the spring cylinder 48 is pivote'd-at its forward end. A link or connecting 

